Transmission unit



P. T; ROBIN TRANSMISSION UNIT m 2 mm.

Filed Juxie 1o 1921 3 Sheets-Sheet 1 WITNESSES mm a r m I am m A TTOR/VE Y8 m. 2 1923. mwsas P. T. ROBIN TRANSMISSION UNIT Filed June 10 1921' 3 sheets -sheet 2 32; w fizz-W I j v 4 2- 2- a a, RN} 0/ l I Q s; a. N E g L.

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P. T. ROIN TRANSMISSION UNIT Filed June 10 1921 3 Sheets-Sheet 5 out WITNESSES 'INVEIVTOR v lei/LIP T/POB/A/ A TTORIIIEYS Patented on. 2, 1923.

PHILIP THEODORE ROBIN, OF NEW YORK, N. Y. Y

'rnnnsmrsslon UNIT.

I Application filed June 10, 1921. Serial No. 476359.

To all whom z'tmay con'cern:

Be it known that I, PHILIP T. ROBIN, sub-' ject of the King of England, and resident of the city of New York, borough of Bronx, county of Bronx, and State of New York, have invented a new and Improved Transmission Unit, of which the ollowing is a full, clear, and exact description.

My invention relates to a transmission unit, and aims to provide a device of this character more particularly adapted foruse in connection with the transmission of power from an engine to the drivingwheels of a vehicle, although it is not necessary to limit it to this adaptation.

In connection with motor vehicles, which utilize an internal combustion engine, as

their propelling medium, it is well under-' stood that one of the paramount difliculties experienced is to be predicated to the transmission, and more particularly to the clutch and ar units thereof.

With these parts, an amateur driver experiences the greatest amount of trouble in that it is necessary, while the vehicle is moving to first disengage the clutch, second to close the throttle, th1rd to shift gears, fourth to permit parts of the clutch to engage, and fifth to again 'open the throttle to the desired exten All of these operations must be undertaken each time the gears are shifted, and

while the operator is steering the vehicle.

Due to this, it is extremely difiicult for most beginners'to readily master the driving of a motor vehicle, and incident to improper operation the parts of the vehicle quite often become damaged or broken.

The difficulty experienced with these parts is not alone limited to inexperienced operators, but even with the best of drivers, it is found, particularly where a vehicle is overcoming a stifi' gradient, and it becomes'n'ecessary to shift from higher to lower gears,

. that this shifting is resorted to, either too quickly or too late, in each instance.resulting in a stralning or even a breaking of the arts.

1 y present invention aims to overcomethese dlfliculties in that I provide a transmissionunit serving to impart rotation from a driving to a driven shaft, in such a manner that ittwillonly be necessary, except in rare instances, to provide a gear shift having only a forward; reverse and neutral pro- VISIOD.

No operator experiences difliculty in a" conventional motor driven vehicle, in placing the gear shift lever in the low s d or reverse position, while the vehicle 1s at a standstill. Thus by means of my improved unit, no difliculty will be experienced at all in that it will only be necessary for an operator to either shift into forwardor reverse positions, subsequent to which the entire attention may be given to the steering of the vehicle, the manipulation of the throttle and actuation of the brake.

A further object of my invention is the construction of a device of the nature, stated which shall be automatic in operation and which may be adjusted to a point at which in no strains may possibly be imparted to the driving elements of the vehicle, such as are, now experienced incldentto the shifting of gears when the engine is under load.

Another object of the invention is to utilize the rotativeispeed of an engine and the torque produced when starting a vehicle to derive two forces which coact to efi'ect the operation of the clutch elements to a degree proportionate to the relationbetween said forces when one of them becomes relativaly greater than the other.

' 1th these and furtherobjects in mind reference is had to the practical embodiments of mydnvention, and in which;

drawings illustrating Figure 1 is a partly sectional plan View I of a portion of a vehicle chassisand show ing my improved transmissionumt mounted thereon.

Figure 2 is a partly sectional side view of the parts illustrated in Figurel.

Figure 3 is an enlarged sectional view taken through certain of theparts illustrated in Figures 1 and 2.

Figure 4 is, a view similar td. Figure 2 but i of arts, and

in Figure 2.

showing a slightly different arrangement,

7 igure 5 is a detail view of valve. 26sl1own In these view's it seen that the reference numeral 5 indicates the chassis;

side members between which the conventional cross braces 6 extend, therrotor? being mounted upon the chassis and rotating a driving shaft 8 which, by means of mee anism hereinafter described, imparts rotat on are Also in accordance with the conventional to the propeller shaft 9.

construction, a'eluteh 10 hascertain of its Ll teining .t e valve 26 in c osed position by virtue of. the bracket 47 extending between and secured to the connecting rod 29 and the operating handle of the valve 26. gear shift lever 14 is now actuated to engage 19 the clutch parts17 or to otherwise connect the supplemental shaft 16 with the propeller shaft 9, subsequent to the clutch bein manually thrown it will'be understood t at the shaft 11 will turn, incident to the fact that the clutch has its parts in frictional engaaggidnent, after the clutch pedal 13 is re- Ihis rotation of the shaft 11 will result in a corresponding rotation of the gear 40,

which by means ofthe gear 41 carried by the cage 38 will strive to turn the second gar 40 secured to the supplemental shaft 16. ue to the fact that this shaft is now coupled to the ropeller shaft 9, and the parts connected tot is latter member are at a standstill, the

usual startin tor no will be encountered, and the sha 9 ill consequently tend to remain stationary, thus preventing a move mentof-the gear 40 secured to the shaft 16.

if the imparted to the propeller shaft 9 by the driving shaft 8, moving the vehicle forward.

As the motor 7 again picks up speed, the pressure within the line will again be increased and the connecting rod 29 will be still more projected, resulting in a further closing of the valve 26, which closing will gradually become complete, thus allowing the, arts of the clutch 10 to engage com- 1 plate y and resulting in a direct driving of the propeller shaft 9 by the motor 7."

Assuming that the vehicle is being driven at a high rate of speed, it will be obvious that the pressure generated by the pump 18 might become excessive, and for this reason the check valve 37 is preferab'lyutilized, it being noted in this connection that the latter may be regulated to a point at which, upon pressure becoming excessive the valve will unseat and permit the flow of oil through the branch pipe 36 directlyinto the pipe 20 and so into the tank 21, thus bleeding the system, Furthermore again amuming that the vehicle is movin forward at a relatively high rate of spec and that sand or a hill are encountered, it will be noted that by virtue of the slot 48 theclutch 10 will not be materially slipped? Thus upon the hill, sand or other resistance being encountered, the

When this occurs, the gear 41 and conseiientlyf the cage 38will tend to climb around t e gear 40 and this will obviously result in a rotation of the shaft 44.by means of the gearing 42 and 43. A rotation of the shaft 44 wil cause the piston27 to' be retracted,

unless the strain is continued over a lengthy 1 qulmce, and upon-the fluid flowing duetothe engagement between the gear 45" and the rack 46 of the connectin rod 29' which is secured to this piston. Immediately upon this occurring, the valve 26 will be opened by the bracket 47, and oil will be permitted to flow under pressure from the pressure line '20 through the branch pipe 25 and So,.intothe cylinder 24 the piston of which latter will now ,be projected.

' Itshould be understood that all of the opejrations aforedescribed will be virtually instantaneous. although following in proper seinto the cylinder 24'the piston 28 therein will be pro- 59 jected', andby virtue of theengagement eitlstent between the connectingrod 30 ofthis piston, and'.the'clutchfactuating shaft 12, the clutch 10 will be partially thrown. slin the usual 0 eration,.-the operator willsnow accelratethe speed of the motor 7,.

and this acceleration will immediately re-.

suit in ,an. increase of. pressure within the pipe. 26 bywvirtue of the faster operation of the pump 18, This increase in pressure will cause the piston27 and connectin rod 29 tpgbe projectedagamstfthe retract ng tendency ofithe gear 45, and this in turn will re sult i'nfa part-ialclosing of theivalve 26 permitting thepa'rtsof file Clutch IOto enga e slightly, and thus causing a rotation to e period, in which event the ear 45 will move the connecting rod 29 still further rearwardly, and open the valve 26 toproduce the operation described in preceding paragraphs,

and thus relieve the strain upon the motor. It will be seen by virtue of this construction that the clutch will not be thrown every time a short space of sand or a short hill are encountered, but this will occur only upon the motor slowingdown.

. I have discovered that the slipping of a motor clutch may be undertaken without any damage resulting to the same, but if my system is utilized, a slightly larger type of clutch may form a constant part of the vehicle, so as to overcome any dlfliculties in this connection, Thus all of the objects set forth in the statement of the object and nature of the invention .of this specification are accomplisl'ied, it being also noted that any jarring start, incident to an abrupt en: gagement of the clutch parts is precluded;- and *furtherthat the strain upon the motor may be always-adjusted to relieve the strain at a point at which this is necessaryfthe parts being again engaged exactly when the motor has developed the 'proper amount of powerfor this to occur. v Referrin now vmore particularly. to the structure il ustrated in Figure 4 it will be seen that, as in the preceding views, the reference numerals 7 to 21 indicate the parts aforereferred to. Further it will be noted that the cylinder 54: has mounted within it apiston 55, to which one end of aconnecting rod 56 is secured, this connecting rod in this instance, not controlling any valve, but being provided with the same type of rack 46 connecting with the gear 45 actuated by and controlling the same mechanism as has been described in-connection with the structure illustrated in Figures 1 to 3.

Also in accordance with the structure aforedescribed. a return pipe 32 provided with a constricted end is attached to the cylinder 5 and a check valve 37 is con nected to the opposite end of this pipe. Further a return pipe 35 is provided, but upon the check valve 37 operating the fluid will flow, as in the preceding type through the by-pass pipe 36 provided for this purpose. Again diverging from the preceding type of drive it will be noted that the check valve 37 is preferably provided with a stem 5? extending beyond the housing. 34, and it will be seen that this stem may be contracted by an extension 58 secured to the shaft 12 for a purpose hereinafter stated. Also the arm 59 secured to the shaft 12 mounts a pin 60 which extends through a longitudinal slot formed in the outer end of the connecting rod 56, thus associating these elements with each other, it being further noted that the shaft 12 has secured to it a pin 61 which rides within an arcuate'slot 62 formed in the pedal 13 for a purpose hereinafter brought out.

Assuming again-that the'vehicle is at a standstill and that the gears have been meshed by means of the shift lever 1d, and the pedal 13 released, it will be seen that thegear will turn so as to retract the connecting rod 56 and consequently throw the clutch 10. When the speed of the engine becomes suficient to accommodate the load thrown upon it, it will be obvious that the pressure within the cylinder 54 will increase incident to the quicker operation of the pump 18 and the restricted forward end of the pipe 32 thus projecting the piston 55 and the connecting rod 56, and engaging the clutch parts, this operation being continued until a direct drive exists from the driving shaft 8 .to' the propeller shaft 9. If sand or a hill is encountered, the gear 45 will throw the connecting rod 56 rearwardly, but this initial movement will not efiect a disengageanent of the clutch parts incident to the fact that the pin 60 will ride within the longitudinal slot of the connectmg rod, thus preventing a throwing of the clutchparts, if but a slight hill or a short f means operated by said strip of sand or mud is encountered. however, the relatively great torque conwhereby to vary engaging surfaces of said clutch in proporagenc es tinues, a retraction of the connecting rod 56 will become more complete, resulting in a throwing of the clutch parts. Assuming that the vehicle is moving at agreat speed itwill be appreciated that the check valve 37 will be actuated in the manner aforedescribed, so that the pressure upon the parts will be relieved. Also if the car is to be brought to a sudden stop this may be accomplished by virtue of the fact that the clutch pedal may be depressed and the clutch parts disengaged for the reason that the pin 60 mayslide within the longitudinal slot of the connecting rod 56. thus not rendering it necessary for the operator to work against the pressure of the system and if this disengagement of the clutch parts is to be complete the extension 58 will co-operate with the stem 57 of the valve to bleed the entire system and thus eliminate any pressure.

Obviously numerous modifications of structure might readily be resorted to without in the least departing from the spirit of my invention, which if claim as:

1. A transmission unit including in .combination, an explosive motor, a driving shaft coupled to said motor, a driven shaft, a clutch including a plurality of parts presenting driving and driven surfaces respectively, the driving parts of said clutch being coupled to said driving shaft, the driven parts of said clutch being secured to said driven shaft, means for normally engaging said clutch parts, torque actuated means coupled to said driven shaft, hydraulic means coupled to said driving shaft,-and means connected to said torque and hydraulic means, and to said clutch parts to edect a disen gagement of the driving and driven surfaces of the latter incident to the ioint action of said hydraulic and torque means.

2. A transmission unit including in combination a driving shaft and a driven shaft, a friction clutch comprising a plurality pf parts associated with adjacent ends of said driving and driven shafts, manual clutch operating means connected to said clutch, hydraulic means connected to said driving shaft, means connecting said hydraulic means to said clutch parts, and torque means associated with said driven shaft and cooperating with saidclutch operating means the pressure between the tion to the resistance presented by said driven shaft. v

3. A transmission unit including a driving shaft, a driven shaft, a mechanical friction clutch comprising a plurality of parts associated with adjacent ends of said drivikgg and driven shafts, torque means connec to said driven shaft, h draulic pressure ri-ving shaft, and means connected to said clutch, and to said hydrauliczandf torque means for effecting an automatic engagement and disengagement qiisaidtlutch-parts, a Agtransmission unit includin a drivingysha-ft a driven shaft, a clutc including, aplurality of parts associated with adjacentends of said shafts, torque means associated; with one of said shafts, hydraulic pressnregwmean associated with the second of sai-d: sha-fts,:and meansconnected to'said clutch; parts,-. .and. to said hydraulic and tqrquelmeans for effecting .a degree of engagement and disengagement ofthe parts of saiddolutchin; proportionate ratio to the i5 speeidadeveloped" by'said driving shaft and the-torque exertedupon said driven shaft,

5. A transmission unit includin a driving'f'shaft, a driven shaft,"-a clutc including-ra lurality of arts associated with adjacent. iends of said shafts, a pumpoperatively: connected to. said driving shaft, torque means connected to said driven shaft, a clutch operating shaft, means for actuating- ,said latter-shaft to disengage and engage the parts of said clutch,- and means connected to said shaft-and also to said pump. and torque means .for actuating said shaft -.to cause a de reeof" engagement and disengagement ofsald clutch parts in proportionate; ratio to the speed eveloged by said drivingshaft, and torque exerte upon said driven shaft,--Jrespe tively,

qfiwA transmission unit includin a driving shaft,a dfiven shaft,"aclutch including agplurality of parts associated with adjacent ends of saidshafts,a pumpoperatively connected to said driving shaft,,torque means connected to; said driven shaft, aclutch op- 40 crating ishaft, means. foractuating said lator shaft .diseng and engage the parts o'f-said-clutch, a cy 'nderconnected to said pump-, a; piston zmovable within said cylinder,-- a;-. rack connected. tosaid piston, a (6 shaft extending between and connecting said'-i'..tbfq.i1e nieansand.'-'said "rack whereby the pressure within said pum may counteract the torque action of sai driven shaft, and means for connecting said clutch opcrating shaft with said rack.

' 7. A transmission unit including a driving shaft and a driven shaft, a clutch comprising a plurality of parts associated with adjacent ends of said sha l5 nected to said driving shaft, saiddriven shaft including a plurality of parts, a cage extending between the end portions ofcertain of said parts, gears secured to said driven shaft parts, a gear rotatabl carried 00 by said 0 e and engaging the teeth of said first name gears whereby to provide a torque actuated' element, means responsive to the pressure developed by said pump,-means for connecting said last named means with said 06 cage, and further connecting means for confts, a pump connecting one of said clutch parts withsaid pressure responsive means.

8. A transmission unit including a driv transmitting motion from the former to the latter, a pipe connecting the discharge end of said pump with the intake end of said cylinder, an outlet pipe connected to said cylinder its opposite end being connected to the intake end of said pump, the outlet pipe of-said cylinder being of a diameter more restricted than the intake passage thereof. I

9. A transmission unit including a driving shaft and a driven shaft, a clutch intergosed between the two shafts, a pump driveny the driving shaft, a reservoir connected to said pump, a pressure pipe extending between said ump and reservoir, a cylinder, a piston within said cylinder, a rod connected to said piston and to said clutch, andmeans connecting said rod-to said driven shaft whereby said clutch is operated when the pressure'within said cylinder increases due to an increasing load resistance on the driven shaft.

10. A transmission unit including adriving shaft and a driven/shaft, a clutch comprising a, plurality of arts connected to said driving and driven s afts, torque means a pumpassociatedzwith said driven shaft, operatively connected to said driving shaft,

a cylinder, a piston within said cylinder, a

rod connected to said piston, a pipe connecting the discharge end of said pump with H the intake end of said cylinder, an outlet pipe connected to said cylinder, its oppo-.

site end being connected to the intakeend of said pump, a further pipeextendingvbetween said last named pi pipe of said pump, an a spring pressed valve normall preventing the flow of fluid through said ast named pipe.

11. A transmission unit including a driving shaft, and a driven shaft, a clutch comprising a plurality of parts connectedzto said driving and driven shafts, torque mains as sociated with said driven shaft, a pumlp (zerativel connected to said driving s a a cylin er, a piston within'said cylinder, 8. rod connected to said giston, a ipe connecting the discharge an of sai pump with the intake end of saidcylinder, an outlet end being connected to the intake end of said pump, a further pipe extending between said last named pipe and the pressure pipe of said pump, and a valve for normally preand the pressure in; pipe connectedto said cylinder, itsopposit'o with said rod.

13. A transmission unit including a driving shaft,a driven shaft, a clutch including a plurality of parts associated with said shafts, means associated with said driving shaft for deriving a force from'the rotation thereof proportionate to the rotative speed of the same, torque responsive means associated with one of said shafts for deriving a force from the torque transmitted by one of said shafts proportionate to said torque, and means associated with the first named means and torque responsive means for automatically operating said clutch parts to a degree proportionate to the relation between the forces derived from the first named means and the torque responsive means.

14;. A transmission unit including a driving shaft, a driven shaft, a clutch including a plurality of parts associated with said shafts, means associated with said driving shaft for deriving a force from the rotation thereof proportionate to the rotative speed of the same, torque responsive means asso ciated with .one ofsaid shafts for deriving a force from the torque transmitted by one of said shafts proportionate to said torque, and means associated with the first named means and torque responsive means for effecting an engagement of said clutch parts to a degree proportionate to the relation between said forces when the force derived by the first named means becomes relatively greater than that derived by said torque responsive means.

sneeeaae 15. A transmission unit including a driving shaft, a driven shaft, a clutch inclu m a plurality of parts associated with sai shafts, means associatedwith said shaft for deriving a force from the rotation thereof proportionate to the rotative speed of the same, torque responsive means associated with one of said shafts for deriving a force from the torque transmitted by one of said shafts proportionate to said torque, and means associated with the first named means and torque responsive meansfor effecting a disengagement'of said clutch parts to a degree proportionate'to the relation between said forces when theforce derived by said torque responsive means becomes relatively greater than that derived by the first named means. 1.6. A transmission unit including a driving shaft, a driven shaft, a clutch including a plurality of parts associated .with said shafts, a hydraulic means including a pump operated by said driving shaft, a cylinder, a connection between said pump and cylinder having a restricted outlet through which a fluid is discharged from said pump into said cylinder to develop a force within the cylinder proportionate to the rotative speed of said driving shaft, torque means for transmitting torque to said clutch while simultaneously deriving from the torque a force proportionate to the same, means cooperating with said hydraulic means and torque means and responsive to the interaction of said fluid and torque forces,

whereby each of said forces counteracts and tends to balance the action of the other, and

means cooperatingwith the last two men -tioned means and with'saidclutch for applying the resultant force produced when one of said forces becomes relatively greater than the other to effect an operation of said clutch parts to a degree proportionate to the relation between said hydraulic and torque forces.

PHILIP THEODQRE JRQBJIN. 

